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" Feb. 19, 1929. 1,702,366

E. H. SCHMIDT SHOCK ABSORBING MECHANISM FOR TRUCK BOLSTERS Filed March 10, 1926 2 Sheets-Sheet l I] I avwewtoz 4 finest. Schmidt $5 M3 Qbtomw Feb. 19, 1929.

E. H. SCHMIDT SHOCK ABSORBING MECHANISM FOR TRUCK BOLSTERS Filed March 10, 1926' 2 Sheets-Sheet 2 V g/W/ /W/ anwmtoz Ernest E Selim idt 35 M0 Grimm;

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Patented Feb. 19, 1929.

UNITED STATES PATENT OFFICE.

ERNEST H. SCHMIDT, 0F CLEVELAND, OHIO, ASSIGNOR TO- NATIONAL MALLEABLE AND STEEL CASTINGS COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

SHOOK-ABSORBING MECHANISM FOR TRUCK BOLSTERS.

Application filed March 10, 1928.

Fig. 1 is an elevation of a truck side frame and bolster equipped with my invention, the parts being shown partly in section; F ig. 2 is an elevation partly in section on lineIIH of Fig. 1; and Fig. 3 is a section on line IIIIII of Fig. 1, with the side frame eliminated.

My invention relates to shock absorbing mechanism for truck bolsters and is for the purpose of preventing breakage in truck springs, and of improving the stability and riding qualities of certain types of railroad rolling stock and particularly of freight cars. The truck springs used in the common types of freight cars are so designed that when the car is loaded the springs are compressed to a point approximately half way between their free height and their solid height. In fast freight service crossovers and unevenness in the track initiate a bouncing action in the car body which frequently drives the springs solid. This bouncing action brings about very rough riding qualities and consequent damage to certain classes of fragile freight.

My invention comprises interposing in the truck bolster assembly a friction device which will come into action only after the truck springs are compressed beyond a certain predetermined limit, so that beyond this limit frictional resistance is added to the spring action, which keeps the springs from going solid and also dampens out the bouncing action set up by the springs. My invention also comprises various features which I shall hereinafter describe and claim.

Referring to the drawings, the side frame A has mounted in it the truck bolster B,.which extends through the truck bolster window 0 in the side frame and is guided relative to the side frame by the ribs 2 on the bolster B, which permit a free vertical motion of the bolster relative to the side frame. The usual spring plank D extends from one side frame to the other, the usual group of truck springs E rests on the spring plank D and the truck bolster B bears on the top of the spring E.

Mounted on the spring plank D and extending through the lower wall of the bolster is a plunger 3 of such a length that when the springs E have been compressed to a point at which it is desired to have the aux- I iliary frictional action come into operation,

Serial No. 93,616.

ing mechanism. The point at which this contact may occur may be when the car is carrying its normal load, or at less than normal, or at greater than normal, as may be desired.

The shock absorber or frictional mechanism is comprised of a central friction member 5, two friction segments 6, a wedge 7 with brass bearing inserts 8, and a segment seat 9. The base 10 of the central friction member 5 forms a bearing for the lower ends of springs 11, of which I have shown four, while the segment seat 9, in order to provide a hearing for the upper ends of the springs 11 and yet permit the frictional mechanism to fit within the end of the bolster, has its spring bearing portion 12 offset upwardly from the part 13 against which the shoes bear. This not only results in shortening the overall height of the frictional mechanism, but also enables the use of springs which are almost as long as the entire frictional mechanism.

The segment seat 9 has ribbed sides 14, in order to give it strength, and the central depressed portion of the segment seat formed by the bearings 13 and the sides 14 is so shaped as to permit the follower wedge 7 to have a telescopic fit within the sides 14.

When my improved mechanism is assembled in the truck bolster the base 10 of the member 5 rests on the bottom wall 15 of the bolster and is held in place by engagement with the ribs 16 of such wall, and the follower wedge 7 bears against the upper wall 17 of the bolster, as is best shown in Fig. 2. The wedge 7 has an interlock with the wall 17 at18,which with the engagement of the base of the ribs 16 holds the frictional mechanism in position. The wall 17 is apertured at 17 a to permit the member 5 to have suflicient clearance when the shock absorber is compressed.

As the shock absorber or frictional mechanism is assembled at the factory and shipped in completed form for application to the bolster, two retaining rods 19 are provided which extend through cars 20 formed on the follower wedge and the base of the central member and permit the device to be compressed almost to the solid point and held in compression when shipped by nuts (not shown) on the rods 19, so that it may be ready for application to the bolster. When so compressed the shock absorber can he slid into the end of the bolster without interference from the ribs 16 and 18. When-the shock absorber ltl till

is in place the nuts are backed off the bolts 19 and the device expands into position, and is held therein by the ribs 16 and 18. The trrurlc bolster is next assembled with the side frames and raised sufficiently so that the springs and plunger 3 may be putin place.

l Vhen my improved mechanism has been applied its operation is as follows: When the truck springs E have been compressed beyond a predetermined point either by the weight of the car or by unevenness in the track, the base 10 of the member 5 comes down into con tactwith the upper end of the plunger 3 and the plunger pushes the member 5 upward relative to the friction shoes 6. its the shoes 6 are held from upward movement by the wedge 'Z' which is held against vertical: 11lovement by the upper wall 17 of the bolster, the frictional resistance enerattul between the member 5 and the shoes 6 will keep the springs I l from going solid. and: will also dampen out part of the rebound ot the s 'n'inus E and thus prevent the bouncing action from building: up to a point at which it will a fleet the ridingqualities of the car or injure the springs.

As the pressure abates, the springs E will push the bolster upwardly, thus releasing the engagement between the plunger 3 and the central member 5 in the recess 4, and the springs 11 of the shock al'isorbing device by the pressure exerted upon the base 10 of the member 5 will restore the member 5 to its initial position, thus relieving the frictional engagement of the shoes 6 upon the sides of the member 5.

The terms and expressions which I have employed herein are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any mechanical equivalents of the features shown and described, or portions thereof, but recognize that various structural 1nodiiicatitms are possible within the scopeo't' the invention claiined.

lVhat I clainii is:

I. In truck bolsters for railroad rolling stock, the combination of aside 'l raiue; a plurality of springs mounted therein having a supporting: an igcmcnt will] the bolster; a shock absorbing device having frietimmlly o o -d elements and hlfll'illjgs arramri-d betw, i such elements; and .t 9 member arranged between the shock absorbing device and the side frame ada jited to limit the movement of the bolster relative to the side tramc, wherein the compression; of the first mentioned springs is limited.

2'. In a truck bolsters tor railroad rolling stock the combination of aside frame a plurality of springs mounteril therein having; a supporting engagement with; the bolster; a shock absorbing device comprising friction-- all-y engaged. elements; an intermediate member engaging some of said elements springs engaging said member and one of said elements; and a stop member arranged in tandem with the shock absorbing device and being adapted to limit the compression of the first mentioned s irin'gs and bring the shock absorbing device into operation.

3. In truck bolsters for railroad rolling stock; the combination of a side frame; a plurality of springs mounted therein having a supporting engagement with the bolster; a pair of columns arranged in tandem, one of which comprises a friction post; frictional elements engaging the friction post; a wedge engaging the elements; springs between portions of the post and the elements and exerting pressure on the post and elements; said friction post, elements, wedge and second mentioned springs comprising means for relieving the compression of the first mentioned springs beyond a predetermined point.

i. In truck bolsters for railroad rolling stock; the combination of a side frame; a elurality of springs mounted therein having; a supporting engagement with the bolster; a pair of telescoping column-s arranged in tandem, one of which comprises an included friction member; friction elements engaging said men'rber and a wedge for resisting, the movement of said elements with said member, whereby frictional resistance is developed; one of said columns comprising means for moving said member relative to said elements after partial compressionof said spring.

5'. In truck bolsters for railroad rolling stock; the combination of a side frame; a plurality of springs mounted therein having a supportingengagement with the bolster; a shock absorbingmechanism seated in said bolster comprising a frictional member; frictional elements thercabout; a wedge engaging; the elements and the bolster; and springs between the member and elements, the said shock absorbing mechanism comprising means for relieving the compression of the first mentioned springs beyond a predeterniiined point.

(11 n truck l: olsters for rail-road rolling stock; the combination of a side frame; a plurality of springs mounted between the bolster and a portion of the side trame; a suoclr absorbiiur mechanism seated in the bolster com- 1" a frictional; member and a wedge eng: he bolster, frictionallelemerits cup; gr said frictional. member, springs bearing on. the base of the frictional. member and an intermediate member engaging the said elements and the second mentioned springs, the intermediate member havingalso an offset bearing for the springs; whereby springs of a substantially greater length than the distance between the elements and the base of the friction member may be employed.

7. In truck bolsters for railroad rolling stock, the combination of a side frame; a plurality of springs mounted therein having a supporting engagement with the bolster; a shock absorbing device comprising spring and friction elements and seating in the bolster; means formed integrally With the bolster for retaining the shock absorbing device in position therein; and a stop member arranged between the shock absorbing device and the side frame adapted to limit the movement of the bolster relative to the side frame, whereby the compression of the first mentioned springs is limited.

ERNEST H. SCHMIDT. 

